Systems for positioning and linking motor vehicles to reduce aerodynamic drag

ABSTRACT

A system for linking two or more vehicles to achieve reduced aerodynamic drag while the vehicles are travelling on the road is disclosed. The disclosed system not only physically connects the vehicles but also allows the driver of the leading vehicle to monitor and control essential functions of the trailing vehicles. Preferably, the driving mechanisms of the trailing vehicles, such as throttles, brakes, and gears, are fully operational so as not to put excessive burden on the driving mechanisms of the leading vehicle. Methods for linking individual vehicles as well as streamlining the operation of a fleet of vehicles are also disclosed.

BACKGROUND

1. Technical Field

A system for linking two or more vehicles to achieve reduced collectiveaerodynamic drag while the vehicles are travelling on the road isdisclosed. The disclosed linking system not only physically connects thevehicles but also allows the driver of the leading vehicle to monitorand control essential functions of the trailing vehicles. Preferably,the driving mechanisms of the trailing vehicles, such as throttles,brakes, and gears, are fully operational so as not to put excessiveburden on the driving mechanisms of the leading vehicle. Methods forlinking individual vehicles as well as streamlining the operation of afleet of vehicles are also disclosed.

2. Description of the Related Art

A significant portion of the energy expended by motor vehicles is toovercome aerodynamic drag. In order to improve fuel economy and conserveenergy, a wide variety of devices and methods have been developed in theart to reduce aerodynamic drag of motor vehicles. For example, thevehicles may be provided with particularly shaped deflectors, spoilers,side ridges and/or side grooves. Alternatively, the shape of the vehicleor exterior component thereof may be streamlined or rounded. However,those devices or methods are generally directed to improving aerodynamicdrag of a single operating vehicle or a tractor trailer assembly, ratherthan improving collective aerodynamic drag of two or more motorvehicles, each of which independently operational. Further, methods forclosely following a motor vehicle are also known in the art. Forexample, two vehicles may use computer control to maintain their closedistance with each other or just draft behind one another to improveaerodynamics. Those methods, however, do not involve the use of alinkage system.

Devices and assemblies for linking two motor vehicles are also known inthe art. In particular, when one non-operating vehicle needs to be towedby an operating vehicle to a designated location, the two vehicles maybe mechanically connected to each other by simple devices or assemblies,such as tow hitches or tow bars connected to the chassis of thevehicles. In some case, the tow hitches can take the form of a tow-ballto allow swivelling and articulation of a trailer, or a tow pin and jawwith a trailer loop, which are often used for large or agriculturalvehicles. A further category is towing pintles used for militaryvehicles around the world with a hook and locking catch. However, as thenon-operating vehicles are almost completely deactivated during towing,none of the known linking devices or assemblies involves the use of anactive (e.g. extendable-retractable) member on the trailing vehicle thatengages with a passive member on the leading vehicle. Nor is there aknown linking mechanism purported to operate two or more motor vehiclesto reduce their collective aerodynamic drag.

In addition, towing involves an active, towing vehicle and a passive,towed vehicle. As the driving mechanisms of the towed vehicles aregenerally deactivated during towing, the driving mechanisms of thetowing vehicles, such as the throttles, brakes and gears, inevitablyincur excessive wear and tear, which may adversely affect the overallperformance, energy efficiency, and service life of the two connectedvehicles.

As an improvement of the aforementioned deficiencies, self-propelledtrailers have been developed in the art. The trailers may include aslave power source, such as an internal combustion engine, to supplydriving force to its wheels. When coupled to a tractor, theself-propelled trailer improves the collective energy efficiency of thetractor-trailer tandem. However, the slave power source of the trailermay only operate to supplement the tractor and generally does notoperate to drive the trailer alone without the tractor.

Hence, there is a need for a linking system or method that links twofully operational motor vehicles for reducing their collectiveaerodynamic drag. Moreover, there is a need for a linking system ormethod that allows the driver of the leading vehicle to monitor andcontrol the essential driving mechanisms of the trailing vehicle.Further, there is a need for a linking system that connects ordisconnects two or more motor vehicles in motion. Finally, there is aneed for streamlining the operation of a fleet of vehicles by optimizingtheir travel route so that linking of vehicles and reducing ofcollective aerodynamic drag can be maximized.

SUMMARY OF THE DISCLOSURE

This disclosure is directed toward a system for linking two or morefully operational motor vehicles to reduce their collective aerodynamicdrag while the vehicles are travelling on the road. The disclosed systemnot only physically connects the vehicles but also allows the driver ofthe leading vehicle to monitor and control essential functions of thetrailing vehicle. In one embodiment, the disclosed system may connect ordisconnect the motor vehicles while they are in motion.

In a general embodiment, the disclosed system may include a dynamiclinking assembly that comprises an active member having an armpositioned on the trailing motor vehicle, a passive member having areceiving area positioned on the leading motor vehicle, and a controlunit that monitors and controls the linking of the vehicles. In someembodiments, the active member may be positioned on the leading vehicleand the passive member may be positioned on the trailing vehicle.

In use, the arm of the active member may be vertically and/orhorizontally aligned to the receiving area of the passive member by theoperation of the control unit to form a mechanical connection betweenthe leading and trailing vehicles. Numerous types of mechanicalconnections known in the art may be used in the disclosed system withoutundue experimentation.

In order to control the driving mechanisms of the trailing vehicle, thedisclosed system may also include a control member that operativelyconnects the driving mechanisms of the leading and trailing vehicles,wherein the operative connection may be one or various combinations ofelectrical, mechanical, wireless, and other operative connections knownin the art. In one embodiment, the control member enables the driver ofthe leading vehicle to have full and simultaneous control of both theleading and the trailing vehicle.

Further, in order to monitor the operation of the linked vehicles, thedisclosed system may also include a communication member that monitorsessential driving parameters of the vehicles, wherein the monitoringmember may be one or various combinations of sensors, detectors,processors, cameras, and other monitoring means known in the art.

In order to form the linkage between the leading and trailing vehicles,the driver of the vehicle equipped with the active member may extend thearm of the active member and engage the receiving area of the passivemember of the other vehicle by using the control unit of the system.

Once the mechanical linkage is formed, the disclosed system allows thedriver of the leading vehicle to monitor and control the essentialfunctions of the trailing vehicle, such as throttle, brakes, gearing,signal indicator, etc. As a result, the driver of the leading vehicleoperates the driving mechanisms of both the leading and trailingvehicles. In another embodiment, the driver of the trailing vehicleremains in control of the trailing vehicle even after the linkage isformed. In yet another embodiment, the disclosed system may also be usedin a towing operation where the operation of the trailing vehicle issubstantially deactivated.

The dynamic linkage between the leading and trailing vehicles may bedisconnected by either driver as desired, especially when the operationconditions require individual manipulation of the vehicle such as intight corners and weigh stations, or during emergency maneuvers. Todisconnect, either driver may operate the control unit of the disclosedsystem to remove the arm of the active member from the receiving area ofthe passive member. Because both vehicles may still be fully operationalat the time of disconnection, the drivers of both vehicles may continuetheir individual operation of the vehicle with minimum delay.

The disclosed system may also allow the linking of the leading andtrailing vehicles while they are in motion. In order to accomplish this,the disclosed system is designed so that the leading and trailingvehicles do not need to be in perfect alignment when the mechanicalconnection therebetween is established. As a result, the linkage may beformed in motion when the speeds of the vehicles are moderate and thedrivers of the vehicles are reasonably skilled in the linking process.

The disclosed system may be used in a fleet of vehicles to streamlinetheir operation and improve their collective energy efficiency. Forexample, a fleet dispatcher may identify vehicles of the fleet withoverlapping routes before dispatching those vehicles so that the driversof the vehicles can be provided with the time and location of thescheduled linking. At the end of the overlapping route, the dispatchermay instruct the drivers to disconnect the linked vehicle so that theindividual vehicles can pursue their separate destinations.

The disclosed system may also be used by individual vehicles through acommonly accessible Central Information and Dispatch (CID) database. Inuse, individual drivers who wish to link up with other vehicles toreduce aerodynamic drag may upload their itineraries into the CIDdatabase, where the itineraries are matched by a processor. For example,the matching of the itineraries may be accomplished by a computerprogram or a human being. Upon identification of similar and overlappingroutes and schedules, the CID database may inform the drivers about thetime and location of the proposed link.

Other advantages and features will be apparent from the followingdetailed description when read in conjunction with the attacheddrawings. It will also be noted here and elsewhere that the systems andmethods disclosed herein may be suitably modified to be used in a widevariety of motor vehicles by one of ordinary skill in the art withoutundue experimentation.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the disclosed linking system,reference should be made to the embodiments illustrated in greaterdetail in the accompanying drawings, wherein:

FIG. 1 is a side plan view of one embodiment of the disclosed system inaccordance with this disclosure, particularly illustrating the leadingand trailing motor vehicles linked together by the disclosed linkingsystem;

FIG. 2 is a front perspective view of the trailing motor vehicle of FIG.1, particularly illustrating the active member of the linking system;and

FIG. 3 is an back plan view of the leading motor vehicle of FIG. 1,particularly illustrating the passive member of the linking system; and

FIG. 4 is a schematic representation of a multi-vehicle managementsystem in accordance with this disclosure.

It should be understood that the drawings are not necessarily to scaleand that the disclosed embodiments are sometimes illustrateddiagrammatically and in partial views. In certain instances, detailswhich are not necessary for an understanding of the disclosed linkingsystem or which render other details difficult to perceive may have beenomitted. It should be understood, of course, that this disclosure is notlimited to the particular embodiments illustrated herein.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

A system 10 for linking a leading vehicle 11 and a trailing vehicle 12to reduce their collective aerodynamic drag is shown in FIG. 1. Thesystem 10 may include a dynamic linking assembly 13 that comprises anactive member 14 having an arm 15 positioned on the trailing vehicle 12,a passive member 16 having a receiving area 17 positioned on the leadingvehicle 11, and a control unit 18 coupled to the active member 14 formonitoring and controlling the linking of the vehicles. In oneembodiment, the arm 15 of the active member 14 may be extended,retracted, or otherwise positioned by the control unit 18. Although FIG.1 illustrates the active member 14 as being positioned on the trailingvehicle 12 and the passive member 16 as being positioned on the leadingvehicle 11, it is understood that they may also be positioned vice versawithin the scope of this disclosure.

Although illustrated in FIG. 1 as “semis” or “tractor-trailer” trucks,the leading and trailing vehicles (11, 12) may be any motor vehiclesknown in the art, including, but not limited to, sedans, coupes,convertibles, sports utility vehicles, wagons, minivans, personaltrucks, commercial trucks, and the like. The leading and trailingvehicles (11, 12) may be of the same type and size, or they may bedifferent, in which case the positioning of one vehicle in front of theother may offer more reduction of aerodynamic drag and energy efficiencythan vice versa.

Turning to FIG. 2, the active member 14 and the control unit 18 coupledthereto is shown to be positioned on the lower section of the front ofthe trailing vehicle. In order to improve the structural rigidity of thelinking system 10, the active member 14 may be directly connected to thefront chassis of the trailing vehicle 12, such as by welding or otherattachment procedures known in the art. In one embodiment, the arm 15 ofthe active member 14 is in a retracted position when the trailingvehicle 12 is not linked to the leading vehicle 11. As a result, thefront end of the trailing vehicle 12 retains its smooth profile forbetter aerodynamics and safer operation. Although the arm 15 may be ascissors arrangement shown in FIG. 2, other arrangements, such astelescoping tubes, robotic arms, hydraulic cylinder and the like may beused as well.

Similarly, the passive member 16 may be positioned on the lower sectionof the back of the leading vehicle, as illustrated in FIG. 3. Again, thepassive member 16 may be directly connected to the back chassis of thetrailing vehicle 12 in order to improve the structural rigidity of thelinking system 10. The passive member 16 further comprises a receivingarea 17 that is adapted to receive the arm 15 of the active member 14thereby forming a strong mechanical linkage between the leading andtrailing vehicles (11, 12).

In one embodiment, the passive member 16 may be of a unique, proprietaryconfiguration. In another embodiment, the passive member 16 may be anexisting under-ride protection already installed on Class 7, trucks andall semi-trailers in the United States. It is noteworthy, however, thatthe under-ride protection may need to be reinforced to withstand theload of the trailing vehicles.

In the embodiment in which the passive member is the under-rideprotection device, the active member may be constructed to engage withthe passive member at the standard height of the under-ride protectiondevice. In the embodiment in which the passive member is of a unique,proprietary configuration, both the active and passive members may beinstalled on the respective vehicles at appropriate heights andlocations to facilitate the engagement therebetween.

In one embodiment, the mechanical linkage may be a tow-ball and a balljoint type to allow swivelling and articulation of the trailing vehicle12. In another embodiment, the linkage may take the form of a tow pinand jaw with a trailer loop. In another embodiment, a towing pintle witha hook and locking catch may be used. In yet another embodiment, themechanical linkage is formed when one or more jaws grasps either anunder-ride protection or a proprietary receiving member. To ensureproper mechanical strength of the linkage, either or both of the activeand passive members of the linking assembly may be constructed of steel,aluminum, metal alloys or other sufficiently strong and rigid materialto withstand the stresses of differential movement between the twovehicles, due to road conditions or otherwise.

The control unit 18 may include a power source (not shown) that isoperatively associated with the arm 15 of the active member 14 to extendthe arm 15 during linking operation and to retract the arm 15 when thevehicles are to be disconnected. The power source also operates toadjust the vertical and horizontal position of the arm 15. In oneembodiment, the power source may be a power actuator that is operativelyassociated with an existing hydraulic system or compressed air system ofthe vehicle. In another embodiment, the power source may be an electricmotor operatively associated with an electric system of the vehicle. Inyet another embodiment, the power source maybe independent of thevehicle, e.g. a motor not operatively associated with the driving and/orelectric systems of the vehicle.

In one embodiment, the power source may be manually controlled by thedriver of the trailing vehicle 12 through a position device 20operatively connected to the power source and a closed-circuit videocamera 20′ showing the position of the arm 15 during the linkingprocess. The positioning device may be one or more joysticks, buttons,switches, combinations thereof, or any other means known in the art. Inanother embodiment, the power source may be automatically controlled byan automatic alignment system comprising an RF signal generator attachedto or embedded in the passive member 16, and an RF signal receiver and amicroprocessor operatively connected to the power source and attached toor embedded in the active member 14. In another embodiment, theautomatic alignment system may include an optical target with roboticcontrol system to align the active and passive members (14, 16).

During the linking process, the arm 15 of the active member 14 extendsfrom the retracted position towards the passive member 16. To ensuresafety during the linking process, especially during linking when thevehicles are still in motion, the active member 14 may be extendable upto a desirable distance, such as from about 0 to about 20, feet and morepreferably from about 6 to about 20 feet. This range is by way ofexample only and other ranges are certainly possible and within thescope of this disclosure. The position of the arm may be verticallyand/or horizontally adjusted by the control unit 18 so that the arm 15aligns with the receiving area 17 of the passive member 16, therebyforming a secure mechanical connection between the vehicles. Once thelinkage is established, the linking assembly 13 may keep the linkedvehicles at either a fixed or adjustable distance from each other. In afurther embodiment, the linking assembly may include a suspension anddamping device to limit the relative movement of the two linkedvehicles.

Because the linking system is extendable and retractable, as well asvertically and horizontally adjustable, the leading and trailingvehicles (11, 12) do not have to be in perfect alignment during thelinking process. Instead, any minor misalignment during the linkingprocess may be self-corrected after the two vehicles are linkedtogether. In order to facilitate the initial rough alignment of the twovehicle, the linking system 10 may further include an aiming device 19provided on the vehicle that is equipped with the active member 14. Theaiming device may be in the form of position marks provided on thewindshield of the vehicle, or a video camera showing the vehicle to bealigned with and allowing the driver to locate the receiving area 17 ofthe passive member 16.

In order to control the driving mechanisms of the trailing vehicle(s),the linking system may also include a control member that operativelyconnects the driving mechanisms of the leading and trailing vehicles,wherein the operative connection may be one or various combinations ofelectrical, mechanical, wireless, and other operative connections knownin the art. In one embodiment, the control member allows the driver ofthe leading vehicle to exert full and simultaneous control of theessential driving mechanisms of both the leading and trailing vehicles.The location and configuration of the control member would be apparentto one of ordinary skill in the art without undue experimentation.

In one embodiment, the control member includes one or more hard-wiredcontrol devices in operative association with the driving mechanisms ofthe two vehicles. In another embodiment, the hard-wired devices may besubstituted with wireless devices and assemblies, such as bluetooth-typemodules using RF, IR or other frequencies. As a result, the driver ofthe leading vehicle may exert full control of the driving mechanism,such as one or more of throttle 23, brake 24, gear 25, and signal system26 of the trailing vehicle after the linkage is established.

It is noteworthy that the locations of the position device 20, camera20′, throttle 23, brake 24, gear 25, and signal system 26 illustrated inFIG. 1 are for demonstration purpose only. Relocation of one or more ofthose structural elements would be apparent to one of ordinary skill inthe art and should be considered as within the scope of this disclosure.

Further, in order to monitor the operation of the linked vehicle(s), thelinking system may also include a communication member that monitorsessential driving parameters of the vehicles, wherein the communicationmember may be one or various combinations of sensors, detectors,processors, cameras, and other monitoring means 28 known in the art.Again, the location and configuration of the communication member wouldbe apparent to one of ordinary skill in the art without undueexperimentation.

In one embodiment, the communication member includes one or morehard-wired communication devices such as video components that allowsthe drivers of the leading and trailing vehicles (11, 12) to monitor theroad conditions and road signs, or audio components that allows bothdrivers to communicate with each other about the operation of thevehicles and other important information. In another embodiment, thehard-wired devices may be substituted with wireless devices andassemblies discussed above. Preferably, the mechanical engagement of thelinking assembly 13 also activates the control and communication membersof the linking system.

The dynamic linkage between the leading and trailing vehicles may bedisconnected by either driver as desired. This function is particularlyuseful when the operating conditions require individual manipulation ofthe vehicle such as in tight corners and weigh stations. It is alsouseful during emergency maneuvers such as when the leading vehicleencounters unfavorable road and/or traffic conditions. Thus, both theleading and the trailing vehicles may be provided with a voluntarydisengage switch that is operatively connected to the motor of thelinking assembly 13. Upon activation, the switch operates the motor tomove the arm 15 of the active member 14 out of the receiving areas 17 ofthe passive member 16, thereby disconnecting the two vehicles. Becauseboth vehicles are still fully operational at the time of disconnection,the drivers of both vehicles may continue their individual operation ofthe vehicle with minimum delay.

In one embodiment, the linking system allows the connection of thevehicles while they are stationary. The driver of the trailing vehicle12 positions the vehicle behind the leading vehicle 11 at a properdistance and in proper alignment. The arm 15 of the active member 14 isthen activated to extend and engage the receiving area 17 of the passivemember 16.

In another embodiment, the linking system may also allow the linking ofthe vehicles while they are in motion. In order to accomplish this, thelinking system is designed so that the leading and trailing vehicles donot need to be in perfect alignment when the mechanical connectiontherebetween is established. Further, the linking system may include aprogrammable adaptive cruise control system 30 to safely bring thevehicles to be linked to close proximity and alignment with each otherbefore the activation of the arm 15. Of course, the speeds of thevehicles should be moderate and the drivers of the vehicles should bereasonably skilled in the linking process to ensure safety when twovehicles are linked in motion.

The linking system may be used in the operation of a fleet of vehiclesto streamline their logistical operation and improve their collectiveenergy efficiency. For example, a fleet dispatcher may identify vehiclesof the fleet with overlapping routes before dispatching those vehiclesso that the drivers of the vehicles can be provided with the time andlocation of the scheduled linking. At the end of the overlapping route,the dispatcher may instruct the drivers to disconnect the linkedvehicles so that the disconnected vehicles can continue pursuing theirseparate destinations.

Turning to FIG. 4, the linking system 110 may be used in the operationof a fleet of vehicles (101, 102, 103) to streamline their logisticaloperation and improve their collective energy efficiency. In oneembodiment, each vehicle of the fleet is equipped with an active member114 in the front and a passive member 116 in the back. In operation, afleet dispatcher is provided with the routes and itineraries of eachvehicle of the fleet. The dispatcher then identifies vehicles of thefleet with maximized overlapping routes before dispatching thosevehicles so that the drivers of the vehicles can be provided with thetime and location of the scheduled linking. At the end of theoverlapping route, the dispatcher may instruct the drivers to disconnectthe linked vehicles so that the disconnected vehicles can continuepursuing their separate destinations. The communication between thedispatcher and the drivers as well as between the drivers (shown asdouble-headed arrows in FIG. 4) may be accomplished through a widevariety of communication means including, but not limited to, on-boardcomputers, radios, cell phones, PDAs, etc.

The linking system 110 may also be used by individual vehicles through acommonly accessible Central Information and Dispatch (CID) database 111,as shown in FIG. 4. In one embodiment, the CID database 111 is in a formof a website or search engine on the Internet. In use, individualdrivers who wish to link up with other vehicles to reduce aerodynamicdrag may upload their itineraries and routes into the CID database 111,where the uploaded information is matched by a processor (not shown).Upon identification and maximizing the overlapping routes anditineraries, the CID database 111 may inform the drivers about the timeand location of the proposed link. Again, the communication between theCID database 111 and the drivers as well as between the drivers (shownas double-headed arrows in FIG. 4) may be accomplished through a widevariety of communication means including, but not limited to, on-boardcomputers, radios, cellphones, PDAs, etc.

When linked, the distance between the two vehicles is sufficiently closefor the trailing vehicle to receive significant benefit by reduction inaerodynamic drag. It is contemplated that the vehicles are close enoughtogether that they function aerodynamically as similar to one vehicle,i.e. most of the air displaced by the lead vehicle continues over andaround the trailing vehicle rather than impacting into the front of thetrailing vehicle. To accomplish this reduction in aerodynamic drag, theextendable-retractable linkage allows the vehicles to be placed at theappropriate distance with respect to the configurations of the vehiclesand the features of the roadway to be traveled.

By using the disclosed linking system the trailing vehicle generallyachieves significantly reduced aerodynamic drag and substantiallyimproved fuel economy when moving at relatively high speed. The leadingvehicle also achieves some reduction in aerodynamic drag and improvementin fuel economy, although not as dramatic as those achieved by thetrailing vehicle.

Numerous modifications and variations of the present invention arepossible in light of the above disclosure. It is therefore to beunderstood that, within the scope of the appended claims, the inventionmay be practiced otherwise than as specifically described herein. Whileonly certain embodiments have been set forth, alternatives andmodifications will be apparent from the above description to thoseskilled in the art. These and other alternatives are consideredequivalents and within the spirit and scope of this disclosure and theappended claims.

1. A system for linking a leading motor vehicle and a trailing motorvehicle to reduce the vehicles' collective aerodynamic drag, comprising:a linking assembly that forms a disconnectable mechanical linkagebetween the two motor vehicles; a control member adapted to allow adriver to simultaneously control essential driving mechanisms of boththe leading and the trailing motor vehicles, the essential drivingmechanisms being selected from the group consisting of throttles,brakes, gears, signals, and combinations thereof; and a communicationmember adapted to monitor the operation of the leading and trailingvehicles and to facilitate communication between drivers of bothvehicles, the communication member including a video component allowingthe driver positioned within the trailing vehicle to observe roadconditions ahead of the leading vehicle, and an audio component allowingthe driver positioned in the trailing vehicle and the driver positionedin the leading vehicle to communicate with each other.
 2. The system ofclaim 1, wherein the linking assembly comprises: an active member havingan arm; a passive member having a receiving area; and a control unitoperatively connected to the active member to position the arm, thereceiving area of the passive member adapted to releaseably engage thearm of the active member to form a linkage between the leading andtrailing motor vehicles.
 3. The system of claim 2, wherein the activemember is provided on the front of the trailing vehicle and the passivemember is provided on the back of the leading vehicle.
 4. The system ofclaim 2, wherein the active member is provided on the back of theleading vehicle and the passive member is provided on the front of thetrailing vehicle.
 5. The system of claim 2, wherein the active andpassive member are formed of rigid material of high mechanicalintegrity.
 6. The system of claim 2, wherein the active and passivemembers are formed of a material selected from the group consisting ofsteel, aluminum, and metal alloys.
 7. The system of claim 2, wherein thearm of the active member is extendable to from about 0 to about 20 feet.8. The system of claim 3, wherein the passive member is an under-ridedevice already installed on the leading vehicle.
 9. The system of claim2, wherein the control unit comprises a power source operativelyassociated with the arm of the active member and adapted to extend orretract the arm and to vertically and horizontally position the arm; anda position device operatively associated with the power source.
 10. Thesystem of claim 9, wherein the position device manually operates thepower source and is selected from the group consisting of buttons,switches, joysticks, and combinations thereof.
 11. The system of claim9, wherein the position device automatically operates the power sourceand comprises a signal generator operatively associated with the passivemember, and a signal receiver and microprocessor operative connected tothe power source.
 12. The system of claim 9, wherein the position devicecomprises an optical target with robotic control system.
 13. The systemof claim 9, wherein the control unit further comprises a closed-circuitvideo camera to monitor the position of the arm relative to thereceiving area of the passive member.
 14. The system of claim 1, whereinthe linking assembly is adapted to allow the trailing motor vehicle toconnect with the leading motor vehicle when both vehicles are in motion.15. The system of claim 1, further comprising at least one disengagingswitch adapted to disconnect the linkage between the two motor vehicles.16. The system of claim 1, wherein the linking assembly is operable in aprobe only configuration where the linking assembly does not form aphysical connection between the leading motor vehicle and trailing motorvehicle but only allows the leading motor vehicle and trailing motorvehicle to contact and thus maintain a desired distance therebetween.17. A system for linking a leading motor vehicle and a trailing motorvehicle to reduce the vehicles' collective aerodynamic drag, comprising:a linking assembly that forms a disconnectable mechanical linkagebetween the two motor vehicles, the linking assembly comprising anactive member having an arm, a passive member having a receiving area,and a control unit operatively connected to the active member toposition the arm, the receiving area of the passive member adapted toreleaseably engage the arm of the active member to form a linkagebetween the leading and trailing motor vehicles; a control memberadapted to allow a driver to simultaneously control essential drivingmechanisms of both the leading and the trailing motor vehicles, theessential driving mechanisms being selected from the group consisting ofthrottles, brakes, gears, signals, and combinations thereof; at leastone sensor adapted to measure the relative acceleration of the leadingmotor vehicle and the trailing motor vehicle, the relative accelerationsbeing communicated to an adaptive cruise control of the trailingvehicle; and a communication member adapted to monitor the operation ofthe leading and trailing vehicles and to facilitate communicationbetween drivers of both vehicles, the communication member including avideo component allowing the driver positioned within the trailingvehicle to observe road conditions ahead of the leading vehicle, and anaudio component allowing the driver positioned in the trailing vehicleand the driver positioned in the leading vehicle to communicate witheach other.